Locomotive



194% T. H. FAWCETT- El AL LOCOMOTIVE Filed Oct. 29, 1936 '4 Sheets-Sheet l INVENTOR Thomas H. F'awce'H' James C. Mans B Jan. 2, 1940.

FaqA- T. H. FAWCETT El AL LOCOMOTIVE Filed om. 29, 1936 4 Sheets-Sheet 2 IIIIIIIIIIIIIIIIIIA INVENTOR Thomas H.F'awceH James C. Mar-1s Jan 2, 194% r. H. FAWCETT El AL LOCOMOTIVE Filed Oct. 29, 1936 4 Sheets-Sheet 3 Fig.6

.0 ms R I. ow T FM N w E c V 5 mm mm TJ Patented Jan. 2, 1940 UNITED STATES LitSAM PATENT QFFEQE LOCOMOTIVE Application October 29, 1936, Serial No. 108,254

17 Claims.

This invention relates generally to four cylinder steam locomotives of the single frame type and more particularly to an improved cylinder and bed combination in locomotives having front and rear pairs of cylinders wherein the latter are located at a longitudinally intermediate point.

Various types of four cylinder single frame engines have heretofore been proposed such, for

example, as having all four cylinders located at I the front end of the locomotive frame so as to lie in a common transverse plane, or of having two pairs of cylinders located respectively at each end of the locomotive frame, or of having two pair of cylinders located respectively at the front and intermediate portions of the frame.

It is an object of our invention to provide in this latter type of four cylinder locomotive an improved combination of an engine bed and cylinders in which the component parts are so formed and interrelated that the structure efiiciently takes care of stresses caused by temperature changes in the bed adjacent the steam passages and at the same time minimizes stresses and strains in the intermediate portion of the frame which directly carries a portion of the boiler weightthrough a suitable movable saddle. A further object is to provide an improved combination between the bed and cylinders whereby the relative axial relation between the cylinders and frame may be distorted due to temperature or other conditions Without imposing undue strains upon the structure and without in any way unduly stressing the frame adjacent the second pair of cylinders which are located at the intermediate portion of the bed. It is found that the particular structural relation of parts as disclosed herein and when cast as a single integral unit will accomplish the foregoing objects in a very effective manner and avoid complications incident to the prior art arrangements above described.

The length of the locomotive bed in a four cylinder engine of the longitudinally spaced cylinder type is necessarily of considerable extent thereby being more susceptible to stresses at its intermediate portion than would be the case with frames of shorter length, the difficulties incident to undue stresses being further magnified in the present general type of locomotive by reason of power impulses being generated by the second pair of cylinders directly at the intermediate frame portion as well as by the front pair of cylinders with consequent tendency to torsionally and longitudinally stress the frame. This condition is particularly aggravated by reason of the front and rear driving wheel units not being interconnected by side rods whereby non-synchronous operation will occur with varying degrees of overlapping in the front and rear power impulses. Our improved combination is arranged so that the structural parts may effectively cooperate in providing a structure that will effectively take care of such stress and load conditions.

Another object is to provide an improved bed and front cylinder structure that is adapted not only to maintain uniform strength of the frame but also is adapted for cooperation with a twin spring equalizing arrangement which in our improved combination is adapted to be located immediately beneath the front cylinder saddle. In accomplishing this object, we have so arranged the cylinders and bed frame that the latter functions somewhat in the nature of the bar type frame of the prior art and also functions to provide steam passageways leading laterally to the engine cylinders. By such a combination it is possible to provide a relatively shallow bed structure that permits said twin equalizing springs to be employed and at the same time permits long sweeping passageways leading to the exhaust nozzle.

Other objects and advantages will be more apparent to those skilled in the art from the following description of the accompanying drawings in which:

Fig. 1 is a side elevation of our improved locomotive and bed cylinder structure;

Fig. 2 is a plan View of Fig. 1;

Fig. 3 is a transverse section on the line 33 of Fig. 2;

Fig. 4 is a vertical longitudinal section on the lines 4-6 of Figs. 2 and 3;

Fig. 5 is a transverse section taken on the lines 5--5 of Figs.2 and 6;

Fig. 6 is a horizontal transverse section taken on the line 6--6 of Fig. 5;

Fig. 7 is a transverse section taken on the line 1-! of Fig. 2;

Fig. 8 is a longitudinal transverse section taken on the line 8-8 of Fig. 7;

Fig. 9 is a longitudinal section taken on the line 89 of Fig. 7.

In the particular embodiment of the invention which is disclosed herein merely for the purpose of illustrating one specific form among possible others that the invention might take in practice, we have provided an integrally cast structure including a locomotive bed having as shown in Fig. 3 side frames l which extend with varying depth throughout the length of the bed; while bottom cross webs 2, Fig. 3, may connect the side frames at certain points of the bed, and upper cross webs 3 may be employed to connect the longitudinally intermediate portions thereof. Any suitable bed structure may be employed as an element of my improved combination provided that its component parts are brought into cooperative relation with the cylinder and steam chest structure in the manner to be described presently. Itwill be noted, however, that the locomotive bed is preferably provided at its front end with a bumper bracket l, guide bearers 5, valve motion bearers ti, front furnace bearers l, a cradle 8, rear furnace bearers 9, trailer truck centering device arms Iii, feedwater pump bracket 5 l stoker engine bracket l2, and draw pocket housing l3, Fig. 2. Inasmuch as the foregoing and other elements are well known in the art and have been embodied in locomotive frames and beds in various manners, it will not be necessary to describe the same in further detail.

The side frames 5 are provided with usual pedestals i5, i6, if and it each adapted to have 'usual pedestal caps such as generally indicated at 59. The pedestals l6 and ii are spaced a greater distance apart than they are from pedestals l5 and 56, thereby providing adequate space for a rear pair of cylinders generally indicated at 26. As shown in Fig. i, the frame 5 curves upwardly as at 22 to partially merge with a transverse back wall or web 23 connecting the frame side I I and forming a part of a front saddle 3i. The side frames 3 continue beyond wall 23 as indicated at 25, Fig. 6. to merge with that portion of side frames l projecting forwardly beyond the front cylinder structure. It will be noted, however, Fig. 3, that said forwardly projecting frame portion has only short transverse top pieces 2'! connecting an inner longitudinal forward wall 26, while an air pump bracket 28 is brought into supporting relation with one of the top pieces 2?, Figs. 2 and 3. Also said forwardly projecting frame portion merges with a front wall or web iii? of the combined cylinder, cylinder saddle and frame structure which is now in the course of description for the front pair of cylinders. As shown in Figs. 4 and 6, said front wall 88 extends for the full transverse width of the frame and for the full height of a boiler saddle generally indicated at 35, while the rear wall or web 23 as shown in Fig. 6 is of irregular form in order to effect an improved functional and structural relation between a rear exhaust pipe connection 32 and an exhaust nozzle 33 and which as is shown in Fig. 4, discharges vertically.

The front cylinders 25 and their respective steam chests 35 are cast integrally with the frame and boiler saddle structure in such a manner that the cylinder and steam chest structure may be completely and adequately supported merely through the walls Fig. 5, of the exhaust passages 3i together with relatively small stabilizing arcuate webs 38 interconnecting the side walls l, 25 and 2 5 with the adjacent wall of exhaust passages 37. Webs 38 extend vertically for substantially the distance between the axes of the cylinder 2! and steam chest 35 as is clearly shown in Figs. 3 5. The exhaust passages 3? merge into a common exhaust passage 37' which as shown in Fig. 5 traverse the side frames l, specifically by having the upper and lower exhaust walls 39 and t0 intersected by the portion 25 of side wall l. Due to the curving nature of the exhaust passages, it is seen that in the sections of Figs. 5 and 6 vertical walls .4 and 42 and horizontal "Walls 39 and 48 provide in effect a transversely extending longitudinally curved box like girder for supporting the cylinder and steam chest structure, while at the same time providing very substantial vertically spaced connections with the side wall I, thereby effectively resisting the eccentric strains caused by the piston loads in cylinders 22.

The common exhaust passage 37', Fig. 6, has in horizontal section a reversely curved passage it which extends upwardly as at (i l to discharge in a vertical direction at a point in advance of but substantially in longitudinal alignment with the rear cylinder exhaust passage 32. Referring to Figs. l, 5 and 6, is seen that the common passage 3'! is wholly unsupported except where it joined with wall portion 25 and with upper saddle surface it. The upwardly discharging portion it has its wall merging with the wall of the corresponding upwardly discharging passage of the opposite cylinder structure, it being understood of course that the structure throughout is symmetrical along its longitudinal centerline and hence the description of one side will suffice for the other half. As a result of this freely supported exhaust pipe structure, it is seen that the same may expand freely under varying exhaust temperatureconditions without imparting undue strains to the frame structure and in addition the individual exhaust pipes i l each has its own reverse curvature located substantially entirely between the sides of the bed. Furthermore, in the event of any axial distortion of the cylinder structure with respect to the frame, it is seen that the arcuate web-s 38, Fig. 6, together with the box like supporting arm in the form of the exhaust passage 3'5" will permit reasonable compensation without imposing undue strains upon the frame or cylinder structure.

As shown in Figs. 3 and 4, spring link brackets 4-9 are formed integrally with the bottom web 2 while an engine truck center pin 55; is also formed integrally with that portion of Web 2 beneath saddle 3!. By this arrangement, the saddle and exhaust passage arrangement provides an extremely rugged composite structure for supporting the center pin.

To insure maximum strength of the frame at its longitudinally intermediate portion and without employing an excessive amount of metal at this point, we have provided as shown particularly in Figs. 7 and 8, rear and front transversely extending vertical walls or webs 53 and 5. 3 connecting the frame sides l while the lower and upper edges of the side walls I are connected by the previously described horizontal webs 2 and 3. The lower web 2 at the point where it passes be tween cylinders 23 is provided with an arched portion or opening 55, Fig. 'l, to form a passageway for facilitating removal of an exhaust pipe which leads from the rear cylinders to the front cylinder. As shown in Fig. 8, the steam chest 56 is supported by the walls 5? of exhaust passage 58 which connect into a common exhaust passage 59 of substantially the same form and having substantially the same frame relation as the exhaust passage 37', 6, except that exhaust passage 59 terminates in a horizontal outlet 66 has its inner end integrally connected to and supported by a vertical web such as 5%. Inasmuch as the entire structure of the rear cylinder and frame construction is symmetrical about the longitudinal center line, it is only necessary to describe one-half thereof. It will also be noted that arcuate stabilizing webs 6| are employed toconnect the frame sides I with the exhaust passage walls, thereby functioning in the same manher as webs 38, Fig. 6, except that webs 6| extend as shown in Fig. 7 for the full depth of sides 2, thereby assisting in imparting maximum strength and rigidity to the frame at its longitudinally intermediate portion. Also the exhaust passages 59 have an upper web 63 as their top wall while lower walls 63 complete the box like structure of the exhaust passages. Frame sides I as shown in Fig. 7 intersect the box like exhaust passages in the same manner as is done with the exhaust passages 31. The longitudinally intermediate portion of the frame carries a very substantial amount of the boiler weight through the provision of any usual form of transversely movable saddle which is attached rigidly to the boiler and would be herein supported upon longitudinally extending slideways fi l, Fig. 7. These slideways have vertical ribs 65, Figs. 7-9, overlying the, common exhaust passages 59 but not merging with the walls thereof although connected to the walls 53, 54 and horizontal web 3. Hence in this manner the structural elements all cooperate to provide a mutually cooperative relation of parts adapted to effectively support the boiler weight transmitted through the slidable saddle to the slideways (it while at the same time permitting complete expansive movement of the exhaust passage 59 and allowing disalignment or distortion of the cylinder and steam chest structures to be adequately taken care of without im- H posing undue stresses upon the longitudinally intermediate portion of the frame. Hence it is seen that the frame as a whole will carry its load at longitudinally spaced points thereof in such a manner that the frame will be substantially uniformly stressed.

A suitable exhaust pipe will be rigidly secured at its rear end to wall 54 and at its front end to the inlet 3A of passage 32, Figs. 4 and 6, whereby it is seen that in order to remove this pipe it is disconnected and dropped down to the level of the passageway formed by arcuate wall 55, Fig. 5, and then pulled out longitudinally as when the wheels are in place. The flanged inlet structure 3% comprises means associated with the rearwa-rdly disposed exhaust passage 32 whereby said exhaust passage 32 is adapted for connection to the exhaust passage 69 of the rear pair of cylinders Zll, this connection being effected through a suitable longitudinal pipe as heretofore mentioned. As shown in Figs. 1, 2 and 5, a usual upstanding steam inlet 61 is employed for the front cylinders. A similar type of inlet may be employed for the rear cylinders if desired although the preferred form ofinlet therefor is shown in Fig. 9 as an elbow cast integrally with the steam chest and having its forward end connected thereto by integral vertical web 68. A suitablestufi'ing box 69 may be provided in the elbow to permit expansion of a usual steam supply pipe Hi.

It will of course be understood that various changes in details of construction and arrangement of parts may be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

We claim:

1. In combination, a single rigid cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said single bed and located along the outer sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed and having exhaust passages traversing said side frames by extending from said rearsteam chests inwardly to substantially the center of said bed, the walls of said exhaust passages being cast directly integrally with said side frames where the latter is traversedand terminating in a horizontal outlet at the central portion of the bed, and a vertical transversely extending web connected directly integrally to said outlet and to said side frames, whereby the longitudinally intermediate portion of said frame is adapted to resist longi--. tudinal and torsional stresses incident to power impulses generated in said front and rear pair of cylinders.

2. In combination, a single rigid cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said single bed and located along the outer sides thereof, said rear pair of cylinders and steam chests therefor being disposed approximately midway between the ends of the bed, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders and the latter end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders, each steam chest having exhaust passages extending from the opposite ends thereof and merging into a common passage, said common exhaust passage traversing said side frames by extending inwardly to substantially the center of said bed and said common exhaust passage portion having a reverse curvature extending rearwardly and then forwardly substantially wholly between the side frames, and the walls of said exhaust passages being cast integrally with said side frames where the latter is traversed and terminating in a horizontal outlet at the central portion of the bed.

3. The combination set forth in claim 1 further characterized in that at least one of said cross webs extends transversely and the exhaust passages from each end of one rear cylinder merging into a common exhaust passage and the exhaust passages from each end of the other rear cylinder also merging into a common exhaust passage, said common exhaust passages being located substantially entirely between the side frames and having therebetween reversely curved portions supported at one end by said side frames and at their other end by said transversely disposed Web, all of said parts being cast integrally, whereby said reversely curved portions of said exhaust passages function to allow lateral movement thereof relative to the side frames when subjected to the heat of exhaust steam and also function to resist torsional and longitudinal strains in the frame caused by either alternate or synchronized power impulses from the front and rear pair of cylinders.

4. In combination, an integrally cast locomotive bed having side frames and cross webs, front 5 and rear pairs of cylinders and steam chests therefor cast integrally with said bed and located along the outer sides thereof, a set of driving Wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving Wheel pedestals also formed in said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets Which are respectively driven independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed and having ex- 20. haust passages cast directly integrally with said side frames and extending from said rear steam chests inwardly toward the center of said bed and terminating in a horizontal outlet, and a vertical transversely extending web cast inte- 25'zgrally with said side frames and directly with the outlet of said exhaust passages.

5. In combination, a cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests 30 therefor cast integrally with said bed and located along the outer sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed 35min said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of 40"Peach other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed approximately midway of the ends of the bed and each having exhaust passages leading from the opposite ends ref the steam chests to a common passage extending toward the center of the bed, the walls of said exhaust passages being cast directly integrally with the side frames of said bed at said midway portion thereof, and webs connecting the Walls of said exhaust passages with said side frames by being cast therewith exteriorly thereof.

6. combination set forth in claim. 4 further characterized in that said exterior connect ing webs extend vertically with transverse arcu- -,ate curvature and are longitudinally spaced on opposite sides of said exhaust passage 7. The combination set forth in claim 4 further characterized in that said exhaust passages merge into their common passage at a point out- 60 side of the side frames whereby a single relatively large passageway traverses the plane of said frame sides and is integrally cast with the bed to effect a substantially cooperative reinforcing support at the longitudinally intermediate por- 5 tion of the bed.

8. In combination, a single rigid cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said single 70.bed and located along the outer sides thereof,

a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between 7 -,said rear cylinders and the rear end of said bed,

said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed with the cylinders substantially located above the horizontal plane of the lower edge of the side frame and at least a part of the steam chests for said cylinders being located above the horizontal plane of the upper edge of said side frames, exhaust steam. passages cast directly integrally with said side frames and with said rear steam chests and extending inwardly and downwardly toward, and terminating in a horizontal outlet at the longitudinal central portion of said bed, and a vertically transversely extending web cast integrally directly with said outlet and with said side frames.

9. The combination set forth in claim 7 further characterized by the provision of saddle supporting members cast integrally with the upper portion of said bed and extending above the plane of said exhaust passages for the rear pair of cylinders.

10. The combination set forth in claim 7 further characterized by the provision of saddle slideways cast integrally with the upper portion of said bed and extending above the plane of said exhaust passages for the rear pair of cylinders.

11. In combination, a cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said bed and located along the outer sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed with the cylinders substantially located above the horizontal plane of the lower edge of the side frame and the steam chests for said rear cylinders being located above the horizontal plane of the upper edge of said side frames, and exhaust steam passages cast integrally with said rear steam chests and extending inwardly and downwardly toward, and terminating in a horizontal outlet at, the transverse central portion of said bed and cast integrally therewith, said exhaust passages for the rear pair of steam chests being supported on the bed side frames and cast integrally therewith to form the uppermost portion of the bed at said longitudinally intermediate portion thereof.

12. In combination, a cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said bed and located along the outer sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven. independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed with the cylinders substantially located above the horizontal plane of the lower edge of the side frame and the steam chests for said rear cylinders being located above the horizontal plane of the upper edge of said side frames, exhaust steam passages cast integrally with said latter steam chests and extending inwardly and downwardly toward, and terminating in a horizontal outlet at, the longitudinal central portion of said bed and cast integrally therewith, said exhaust passages for the rear pair of steam chests being supported on the bed side frames and cast integrally therewith to form the uppermost portion of the bed at said longitudinally intermediate portion thereof, the portion of said rear exhaust passages adjacent the longitudinal center of the bed being disposed in a plane substantially below the outer portions of said exhaust passages, and saddle supporting slideways cast integrally with said bed and located adjacent said exhaust passages at said lower elevation thereof.

13. In combination, a cast locomotive bed having side frames and connecting cross webs, front and rear pairs of cylinders and steam chests therefor cast integrally with said bed and located along the outer sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders and the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders, said rear pair of cylinders and steam chests therefor being disposed at a longitudinally intermediate portion of the bed and having exhaust passages extending inwardly from said latter steam chests toward the center of said bed and located to form the uppermost portion thereof at the longitudinally intermediate point of said bed, said exhaust passages having their walls cast directly integrally with said bed.

14. In combination, a cast locomotive bed having side frames and a vertically extending transversely disposed cross web, front and rear pairs of cylinders cast integrally with said bed and located along the outer sides thereof, said rear pair of cylinders being disposed at a longitudinally intermediate portion of the bed and having exhaust passages extending inwardly across the vertical plane of said side frames and terminating horizontally near the central top portion of said bed, said transverse web having an opening therein extending upwardly from its lower edge whereby a horizontal exhaust pipe connected to the horizontal portion of said exhaust passage may be lowered and then longitudinally moved through said opening.

15. In combination, a cast locomotive bed having side frames and connecting cross webs, a front pair of cylinders and saddle cast integrally with said bed, said cylinders being located along the outer sides of said bed, a rear pair of cylinders disposed at a longitudinally intermediate portion of the bed and cast integrally therewith along the sides thereof, a set of driving wheel pedestals formed in said side frames between said front and rear pairs of cylinders and another set of driving wheel pedestals also formed in said side frames between said rear cylinders the rear end of said bed, said sets of pedestals being respectively adapted to receive and guide driving wheel axles arranged in sets which are respectively driven independently of each other from said front and rear pairs of cylinders and exhaust passages for each of the front and rear pairs of cylinders extending transversely of said bed toward the center thereof, the walls of said exhaust passages being cast directly integrally with said bed substantially between the upper and lower portions thereof.

16. In combination, a cast locomotive bed having side frames and connecting cross webs, a

pair of cylinders and steam chests therefor cast integrally with said bed and located along the outer sides thereof, exhaust passages extending from said steam chests inwardly toward the center of said bed and each having a common passage reversely curved with rearwardly and forwardly extending portions disposed horizontally substantially wholly between said frame side, the walls of said common exhaust passages extending through said side frames and being cast integrally therewith whereby the reversely i curved portions of said exhaust passages are freely supported to allow relative movement thereof upon being subjected to the heat of the exhaust steam.

17. In combination, a cast locomotive bed having side frames and connecting cross webs, a front pair of cylinders and steam chests therefor cast integrally with said bed and located outside of the side frames, means forming a boiler saddle cast integrally with said bed, exhaust passages extending inwardly from said steam chests toward the central portion of said bed and then upwardly within said saddle tobe cast integrally therewith, a rear pair of cylinders and steam chests cast integrally with said bed and located on the outer sides thereof, said rear pair of cylinders being disposed at a longitudinally intermediate portion of the bed and having exhaust passages extending inwardly toward the center of said bed and cast integrally therewith, another exhaust passage also cast integrally with said saddle and exhausting upwardly within the same at a point located rearwardly of the front exhaust passage, and means associated with said rearwardly disposed exhaust passage which is located within the saddle whereby it is adapted for connection to the exhaust passage of the rear pair of cylinders.

THOMAS H. FAWCEFI'T. JAMES C. MARIS.

CERTIFICATE OF CORRECTION Patent No 2,185,L|D5 January 2, 19140.

THOMAS H FAWQETT ET AL It is herein certified that error appears in the printed specificationv of the above numbered patent requiring. correction as follows: PageL -first column, lines 52 and 57, claims 6and7 respectively, for the claim reference numeral "14." read -5--; same page, second column, lines 21 and 27, claims 9 and 10 respectively, for the claim reference numeral 7" read -8--,; and

that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 5rd day of September, A. D. 1914.0.

Henry Van Arsdale, 8 Acting Commissioner of Patents. 

